Train-controlling mechanism.



R. T. & F. If. JON-BS. TRAIN CONTROLLING MECHANISM.

APPLIOATION II-LED MAY 23, 1910. I 1 1)"?"193'7 Patented Nov. 4, 1913.

2 SHEETS-BEBE! 1.

W R/mews R. T; & F. T. JONES.

TRAIN CONTROLLING MECHANISM.

APPLIOATION IILEDMAY 23, 1910.

Patented Nov. 4, 1913.

2 SHEETS-SHHET 2.

Two/Mom O WW @JQAQ UNITED STATES rA'rENT OFFICE.

RICHARD T. J ONES AND FRANK T. JONES, 0F BALTIB'ZQRE, MARYLAND, ASSIGN'ORS TO THE JONES SAFETY TRAIN CONTROL SYSTEM COMPANY, 01? BALTIMORE, DIARY- LAND, A CORPORATION OF MARYLAND.

TRAIN -CONTROLLING MECHANISM.

To all 'wlwm'z't may concern Be it known that we, RICHARD T. JONES and FRANK T. JoNEs, citizens of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Train-Controlling Mechanisms, of which the following is a specification.

This invention relates to an improved controlling mechanism for railway trains and has particular reference to a device of this character which shall be automatic in its operation and actuated through the instrumentality of an arrangement of electrical circuits.

An object is to provide an improved mechanism for automatically applying the airbrakes if the engineer attempts to take his train into an occupied block in disregard of the warning signals previously given him.

A further object is to provide an improved mechanism whereby the engineer will be prevented from releasing the brakes after they have been automatically applied, as the result of danger ahead, until he has brought his train toa stop.

Another object of the invention is to provide a device for automatically resetting the air brake valve after the train has been brought to a stop and the brakes released.

A further object is to provide an improved means whereby to readily detect any disarrangement of the contact device by the operation of which the brake-controlling device is actuated.

With these and other objects in view the accompanying drawings illustrate the invention in which,-

Figure 1, is a diagrammatic view of the circuits on the vehicle for controlling signals thereon and for actuating the air-brakes,

the signal devices being shown in the operated position. Fig. 2, is aview similar to that shown in Fig. 1, with the exception that the signal devices are shown in the normal position and the air-brake controlling devices are shown in the operated position. Fig. 3, is a sectional detail of the air-valve trip device and the connections between the same and the speed-switch casing. Fig. 4, shows a sectional elevation of the speedswitch casing and also shows the hinged door and devices actuated by the movement of the door for setting the air-valve trip, and Fig.

Specification of Letters Patent.

Patented Nov. 4, 1913.

Application tiled May 23, 1910. Serial No. 562,986.

5, is a sectional detail through the cover of the speed-switch housing and shows the locklng flange and swinging arm to engage the same.

By reference to the diagrammatic Figs. 1 and 2, it will be understood that the numeral, 26, designates the wheels of the vehicle and, 27, the axle thereof. An air-signal pipe, 28,

is provided on the vehicle at any convenient location and has a valve, 29, and a signal arm, 30, that Is carried on the said valve. This arm, 30, also serves as an armature for an electro-magnet, 31, which as long as it is kept energized, will keep the arm or armature in the safety position against the core of the magnet. An air whistle, 32, is also connected to the casing of the valve, 29, so that when the armature is dropped to the danger position the whistle will sound and thus give an audible signal to the engineer as well as a visual signal. These two signals are maintained in the safety condition by a circuit normally on the vehicle that maintains the magnet, 31, in an energized condition, This circuit includes battery, 33; wire, 34; plate, 35; contact shoe, 36; wire, 37; magnet, 31, then by wire, 38, to axle, 27,

wires, 39, and, 40, to contact plate, 41, and" then to plate, 42, and wire, 43, back to battery, 33. It will thus be seen that when shoe, 36, and plate, 41, are in the normal pendant position, as in Fig. 2, they are in contact with plates, 35, and, 42, consequently the signal circuit will. be maintained and magnet, 31, will be kept energized.

The vehicle travels over the track rails and the contact shoe, 36, is located on the vehicle so it may depend therefrom and successively-wipe over ramp rails in the various blocks. between the ramp rails the normal signal circuit will be maintained from battery, 33, but when the shoe, 36, wipes over a ramp rail the normal signal circuit will be interrupted and another circuit is substituted when the block is clear or the magnet, 31, will become deenergized and allow arm, 30', to drop thus giving the danger signal. If the block ahead is clear when the shoe, 36, reaches a ramp rail 9. current will be picked by the shoe, 36, and conducted by 'wire, 37, to magnet, '31, tokeep the latter energized; then return by and track'reil, tromwhich it IS returned wire, 38, to axle, 27, wheel,

During the travel of the vehicle to its source of supply, so as to hold the signals on the vehicle in the safety position until shoe,'36, passes OK the ramp rail and resumes its normal position against contact, 35, to restore the normal signal circuit on the vehicle. On the. other hand if the block ahead is occupied by a vehicle when the contact shoe, 36, on the vehicle passes over a ramp rail there will be no substitute circuit to take the place of the normal signal circuit and magnet, 31, on the vehicle will become deenergized and let armature, 30, drop and whistle, 32, will sound.

In addition to the warning signals just described which forms the subject of a divisional. application, Serial Number 585,742 filed October 7th, 1910, the invention makes use of an air-brake applying mechanism that lever, 47. An arm, 48, is also provided on the valve stem and carries a weight, 49, which constantly tends to move the valve to the position that would cause an operation of the brakes. The lever, 47, of the valve has an offset or right-angle projection, 50, which is engaged by a lug, 51, on the pivotend of an armature or trip, 52,-the free end of which latter .is held normally by an elec tro-inagnet 53. This magnet, 53, is kept energized normally by a circuit on the Vehicle which shall be termed the brake circuit hereinafter to be described.

The casin g, 45, has a tubular extension, 54, at one side, see particularly Fig. 3, which connects with and opens into a speed-switch housing, 55. This housing is to contain a speed-switch device of suitable construction such as referred to in our pending application Serial No. 502,698 filed June 17th, 1909, to effect an operation of the brakes on a train that approaches or enters a block already occupied by a train at a rate of speed greater than a predetermined speed thatis considered safe. T 0 this end the said speedswitch device has a central revoluble shaft,- 56, which carries a contact arm,- 57, that is swung in one direct-ion as the speedof the vehicle is increased and is moved in a reverse direction as thespeed of said vehicle is decreased. By reference to Figsi to 5 of the drawings it will be seen that this housinghas two segmental contact plates, 58, and, 59, respectively over which the contact arm, 57, may swing. These plates are insulated from each other and are included in different circuits as will presently appear.

One object of the prfient invention is to provide a device thatj' ill require the engineer to bring his trait! to a complete stop upon the automatic application of the brakes, as the result of the presence of a train on the block ahead, before he can release the brakes again and to effect this we have provided the housing, 55, of the speedswitch device with a cover or lid,60,which is hinged at, 61, to the housing so that it may be swung open when desired. A glass plate, 62, is provided in the cover so that the location of the contact arm may be viewed while the cover is closed. This cover is provided with a lever or arm, 63, that extends downwardly into the housing and has position adjacent the end of the tubular extension, 54, as clearly seen in Fig. 4, where it may contact with the up-turned end, 64, of a'rod, 65, that extends through and is movable longitudinally in the said tubular extension, 54. '.This rod', .65,' engages a bolt, 66, at one end which projects into the valve casing, 45, and a spring, 67, encircles the bolt and keeps the latter vyieldingly pressed toward the valve casing.

On the interior of the valve casing the stem, 46, carries a head, 68, which latter is provided with a circumferential shoulder,

69, with which the bolt, 66, on rod, 65, engages, when the valve has been released and is in the operated position, and said bolt prevents the return rotation of the head, 68, to set the valve until the engineer complies with certain requirements,'one of which is that the train be brought to a stop. In order to carry out this idea, we have provided the cover, '60, of the speed-switch housing with an' annular flange, 70, which has a slot or opening, 71, at one point only (see Fig. 5) and on the end of the switch shaft, 56, we mount an arm, 72, which like arm, 57, turns only with the said shaft. This arm, 72, extends toward and has its. outer free end projecting over the annular flange, 70, on the cover, so that when the vehicle is in motion said arm, 72, will project over the said flange and while so projected the cover cannot be opened. W'hen, however, the vehicle is brought to a stop the arm, 7 2, will project over the slot or opening, 71, as in Fig. 6, and the cover may then be swung open During the opening of the cover the arm,"63, thereon will swing inwardly and'against the up-turned end, 64, of rod, 65, thus drawing said rod toward. the speedswitch and withdrawing the bolt, 66, from beneath the shoulder, 69, on head, 68, so the latter may be returned with arms, 47, and. 48, to their normal locked position as in Fig. 1.

In order to hold the arms, 47, and, 48, in the normal inoperated position the electromagnet, 53, must be maintained in an ener-- gized condition.

By reference to Figs. 1 and 2 it will be seen, diagrammatically that a battery, 73,

switch with which the switch arm, 57, in the .present instance is shown in contact, because ii. is presumed that the vehicle is traveling at a rate of speed above the predetermined speed at which it is deemed unsafe to permit it to enter an occupied block.

The switch arm, 57, is connected by wires, 7 8, and, 79, to one side of the electro-magnet, 53, so that the electrical energy from'battery, 73, may be conveyed by wire, 75, plate, 74, shoe, 76, wire, 77, arm, 57, and wires, 78, and, 79, to the magnet, 53. The other side of the magnet, 53, has a Wire, 80, that connects with wire, 38; axle, 27 wires, 39, and,

81, to a yielding plate, 82, contact plate, 83,

and wire, 84, back to the other side of battery, 73. It v. ill thus be seen that battery, 73, keeps magnet, 53, energized so long as shoe, 76, and yielding plate, 82, are in contact with plates, 74, and, 83, and the arm, 57 is on what might be termed the high-speed contact plate, 59. In case the switch arm, 57 is in contact with low-speed plate, 58, as it is when the vehicle is traveling at a reduced speed the vehicle may enter a block already occupied and a different circuit will be formed to maintain the magnet, 53, in an energized condition, which circuit for-convenience in identification, may be termed a low-speed circuit, and includes battery, 85,

wire, 86; low-speed contact plate, 58, arm,

57, that would under the stated circumstances be on plate, 58; wires, 78, and, 79, to mag-net, 53, and wire, 87, back to battery. It will thus be seen that when the vehicle is traveling at areduced or low speed and arm,"

57, is on low-speed contact, 58, the magnet,

- 53, will be kept energized no matter whether 'Fig. 1,-the shoe, 76, will wipe over a ramp rail and be bowed or bent backwardly out of contact with plate, 74, and the circuit through magnet, 53, will be broken and the- Y latter deenergized, consequently arm, AC7,

will drop and valve stem, 46, will be turned to effect an operation of the air brakes.

The brakes must remain set until the valve 'stem is returned and this cannot be done until the vehicle comes to a stop and the. arm, 72, registers with slot, 71, in the cover for resettin flange, because the cover cannot be opened to retract the bolt, 66, from engagement with the head, 68, on the valve stem. It will thus be seen that the engineer cannot release his brakes until his train is brought to a stop and consequently cannot proceed re gardless of the signals given him. It on the other hand the block ahead is clear, the magnet, 53, will not be denergized when the shoe, 76, is bent out of contact with plate, 74, by wiping over a ramp rail because another circuit will be picked up by the shoe, 76, from the ramp rail to keep magnet, 53, energized. In this latter case the circuit will be as follows: From ramp rail by shoe, 76, wire, 77, high-speed contact plate, 59, switch arm, 57, wires, 78, and, 79, to magnet, 53; then from magnet, 53, by wires, 80, and 38, axle, 27, and wheel, 26, to track back to current supply, thus completing the circuit. It will therefore be understood that magnet, 53, is kept energized when the block ahead is clear by substituting a track current, while the normal current is interrupted because of the bowing of the shoe, 76.

In case it is desired to employ two engines on a train some means must be provided to prevent the operation of the brakes on the second engine because of the presence of the first engine in the block and to eifect this we provide wires, 88, and, 89, and a switch, 90,

which when the switch is closed eficcts a -battery, 85, thus keeping the magnet, 53,

energized.-

In carrying but our invention we have found it expedient to provide simple means the air-brake levers, 47, 48, and, 52, which will now be described.

By referring to Figs. 1 and 2 it will be seen that an air storage reservoir, 91, is provided on the vehicle andthat a pipe, 92, extends from said reservoir to a point adprovided with a valve, 93, having a lever, 94. The tubular extension is provided with a slot, 95, and a member, 96, is carried on the rod, 65, that extends through the tube and said member engages the lever, 94;, of the air-valve, 93, so that the movement of the rod may be utilized to actuate said valve. It will therefore be seen that if the rod, 65, is given a longitudinal movement as the cover, 60, of the speed-switch housing'is opened, such movement will be imparted to the lever, 94:, and open the valve, 93, sufiiciently to allow air from the reservoir, 91, to pass. Beyond the valve, 93, the pipe, 92,4 terminates at a point in'close proximity to the valve casing, 45, and said pipe carries a small plunger, 97, which is driven outwardly. by the air that is admitted behind ,j acent the tubular extension, 54, and is switch-housing which causes air to pass from reservoirs, 91, to plunger, 97, and .by driving said plunger outwardly will throw the levers, f1? 4S, and trip, 52, back into place and the magnet, 53, will at once attract the trip, 52, and hold the devices in the reset condition. The signal arm, 30,

is reset in a very similar manner in that an air pipe, 98, from the reservoir, 91, hasa valve, 99, which is automatically actuated each time the shoe, 7 6, rides over a ramp rail and permits air to pass throughpipe, 100, to a plunger, 101, on which the operated signal arm rests. In the case of the signal, however, it will be seen that each time the shoe, 76, is bent a blast of air will be admitted from reservoir, 91, through pipes,

98, and, 100, to plunger and the signal arm, if down will be "thrown up and held'by the electro-magnet, 31,,until released by the signal shoe, 36, breaking the circuit.

A wire, 102, extends from contact plate, 59, to a contact, 103, so that in case the. speed switch should become disarranged the arm, 57, may be retained on contact, 103, and the current t'rom contact plate, 59, will pass by wire, 102, to arm, 57, to wire, 78.

Having thus descril ed our invention what we claim and desire to secure by Letters Patent is,-,-

1.. In a train controlling mechanism the combination with a wheeled vehicle having an air-brake valve, an electro-magnet on the vehicle; a circuit also on the vehicle including the magnet for, holding the airbrakevalve. in an inoperated position; a speed controlled switch on the vehicle governing said circuitand having a movable cover; means operated by the speed con trolled switch to engage the cover while the vehicle is in motion and means operating between said cover and thevalve to prevent the resetting of the latter after it has been operated while the vehicle is in motion.

In a train controlling mechanism the combination with a wheeled vehicle having an air-brake valve, of an electromagnet on the vehicle; a circuit also on the vehicle including the magnet for hOldiDg the airbrake valve in an inoperated position; a speed controlled switch on the vehicle governing said circuit and having a housing; means movable between the said housing and the air-brake valve to lock the latter after it has been operated; a swinging arm carried by the speed controlled switch and a movable device carried by said housing and engaged by said swinging arm while the vehicle is in motion said movable device actuating the valve locking device.

3. In a train controlling mechanism, the combination with a wheeled vehicle having an air-brake valve, of an electromagnet on the vehicle; a circuit also on the vehicle including the magnet for holding the airbrake valve in an inopera-ted position; a speed controlled switch governing said circuit and having a plurality of contact plates and an arm movable over said plates according to the speed of the vehicle; a second arm movable with the speed controlled switch; a movable device engaged by the said second arm and a valve-locking device actuated in one direction by said movable device.

4. In a train controlling mechanism the combination with a wheeled vehicle having an air-brake valve, of an electromagnet on the vehicle; a circuit also on the vehicle in cluding the magnet for holding the airbrake valve in an inoperated position; locking means for preventing the resetting of the valve after it has been operated and pneumatically-operated means for auto matically resetting said valve upon releasing the locking means.

5. In a train controlling mechanism the combination with a wheeled vehicle havingan air-brake valve, of an electromagnet on the vehicle; a circuit also on the vehicle including the magnet for holding the airbrake valve in an inoperated position; a reciprocating bolt to lockthe valve in the operated position; means for preventing the release of said bolt until the vehicle is brought by a stop; pneumatic means for resetting the valve and means actuated automatically by the release movement of said bolt to control the pneumatic means and reset the said valve.

In testimony whereof we afiix our signatures in presence of two witnesses.

RICHARD T4 JONES. FRANK T. JONES.

VVit-nesses:'

G. FERDINAND Voer, CHARLES E. MANN, Jr.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

' Washington, D. 0. 

